Clutch mechanism



March 28, 1933. L. J. CAMPBELL CLUTCH MECHANISM Original Filed Aug. 23, 1930 3 Sheets-Sheet l Brwentor Leon J Chin UM, f

(Ittomeg March 28, 1933. J. CAMPBELL CLUTCH MECHANISM Original Filed Aug. 23, 1930 3 Sheets-Sheet 2 March 28, 1933; 1 J AMPBELL" 1,902,990

CLUTCH .MECHANI SM Original Filed Aug. 25, 1930 5 Sheets-Sheet 3 7 1 3 Zinnentor,

===- Leora J maZeZZ,

Patented Mar. 28, 1933 UNITED STATES PATENT OFFICE LEON J". CAMPBELL, F BUCHANAN, MICHIGAN, ASSIGNOR TO HANDS CONSTANT MESH TRANSMISSION COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS CLUTCH MECHANISM Original application filed August 23, 1930, Serial N 0. 477,362. Divided and this application filed February 9, 1931.- Serial No. 514,668.

This invention relates to new and useful improvements in clutch mechanisms and constitutes a division of my co-pending application Serial No. 477 ,362, filed Aug. 23, 1930 for improvements in transmission mechanisms now Patent No. 1,800,928 granted April 14, 1931.

One of the objects of my invention is to provide a coupling between two shafts which includes a friction clutch for first synchronizing the shafts, and a positive clutch for connecting the shafts immediately after the shafts have been frictionally clutched and declutched and including a toothed ring which is movable by the driven clutch clement when the latter is declutched from the driving clutch element to bridge and thereby positively connect the shafts.

Another object of the invention lies in the provision of an operating means for the clutch mechanism wherein an operating lever when moved in a single direction will first close the friction clutch and then open the same and simultaneously close the positive clutch.

A further object is to provide a construction wherein the shifter fork will be held as closely to the clutch shaft as possible where in the workng velocity will be reduced to a minimum to thereby produce an easy' shifting movement.

With these egg/other objects in view which will more full appear, the nature of the invention will be more clearly understood by following the description, the appended claims, and the several views illustrated in of the driven shaft,

Figure 6 is a side elevation of the guard plate for the control lever,

Figure 7 is a side elevation showing the cam plate in position when the high speed coupling is closed,

Figure 8 is a similar view but showing the cam plate in position when the intermediate speed coupling is closed,

Figure 9 is an enlarged detail view of a shifter fork connection with the cam plate',

' Figure 10 is a detail view showing the lower end of the control lever in its relation to the socket of the shifter fork sleeve, and

Figure 11 is a detail View showing particularly the spring plunger mounting.

Like reference numerals designate corresponding parts throughout the several figures of the drawings.

Referring to the accompanying drawings, my-invention includes a clutch or driving shaft and a driven shaft 6 arranged in alinement with the driving shaft. The driving shaft is provided with a bore 7 in its inner end for receiving a pilot 8 on the adjacent end of the driven shaft 6. The rear end of the driven shaft is connected by a flexible coupling 9 to a third shaft 10 which in turn drives the usual differential of a motor vehicle. The shafts 5 and 6 are suitably journeled in a gear casing 11 and fixed in this gear casing is a lay shaft 12 on which is journaled a sleeve 13 having the following gears all connected thereto to rotate therewith, a constant gear 14, an intermediate gear 15, a first or low gear 16, and a reverse gear 17. Fixed to the driving shaft 5 is a gear 18 which is in constant mesh with the gear 14 and consequentl when the driving shaft 5 is rotated the s eeve 13 and the gears fixed thereto will be rotated, the gear coupling 18, 14 forming a speed reduction gearing.

The shaft 5 at its inner end is provided with a spline 19. The driven shaft 6 adjacent the inner end thereof is provided with a spline 20 which is of the same diameter and has the same number and the same size of teeth as the spline 19. The driven shaft 6 is also provided with a spline 21 arranged in spaced relation to the spline 20 and with a bearing 22 located between said splines for ter being operated to subsequently effect a positive connection between the shafts immediately after the frictional clutch has been uncoupled.

The friction clutch includes a driving clutch member or cone 25 and a driven clutch member 26. The driving clutch member 25 is fixed to the driving shaft 5 and is located at the inner end of the spline 19. The driven clutch member 26 surrounds the spline 20 of the driven shaft 6 and is provided with internal teeth 27 which are always in engagement with the spline 20. This driven clutch member 26 includes a peripheral tapered flange 28 which is adapted to engage an annular shoe carried by the driving clutch member 25.

The positive clutch comprises the flange 28 which overhangs the spline 19 and forms an annular recess for receiving a slidable ring 30 which is bodily movable with the driven clutch member 26 longitudinally; of the alined shafts 5 and 6. The ring 30 is retained within themovable clutch member 26 by an annular keeper 31 fixed to said member. The ring 30 is provided with internal teeth 32 which always slidably engage the spline 19 but which are adapted to also slidably .engage the spline 20, when the driven clutch member 26 is moved in the proper direction, and thereby positively couple the two shafts 5 and 6.

It will, therefore, be seen that in the neutral position of the driven clutch member 26 the driven shaft 6 is idle. When, however, the driven clutch member 26 is moved to the left as viewed in Figure 1, the friction clutch will be first coupled or closed and inasmuch as the driving clutch member 25 is fixed to rotate with the driving shaft 5 and the driven 4 clutch member 26 is splined to rotate with the shaft 6, said shaft 6 will be rotated in synchronism with the driving shaft 5. It will also be apparent thatby quicklyshi-fting the driven clutch member to the rightas viewed in Figure 1, the friction clutch will be first uncoupled or opened and immediately there'- after the ring 30 will be moved to the right 'so that the teeth 32 thereof which engage the spline 19 will'also become engaged with the spline 20 andthereby positively and directly connect the driven shaft 6 to the shaft 5.

In order to indirectly drive the shaft 6 at second or intermediate speed through the medium of the gear 15, I have provided agear coupling B which includes a friction;

clutch and a positive clutch.

The friction clutch includes a driving clutch member or cone 33 and a driven clutch member 34, similar to the clutch members '25 and 26. The driving clutch member 33 is fixed to rotate with the gear 2 3 and the dniven clutch member 34 is provided with internal teeth 35 which engage the spline 20. The driven clutch member 34 is provided with an annular tapered flange 36 which is spaced from the hub 24 to form an annular recess.

The positive clutch includes a ring 37 mounted in the recess and having internal teeth 38 which slidably engage a spline 39 formed on the hub 24 of the gear 23.

It will, therefore, be seen that when the driven clutch member 34 is in its neutral position the gear 23 will be rotated about the shaft 6 by the intermediate gear 15 with which it is in constant mesh, without however communicating motion to the shaft '6. When, however, the driven clutch member 34 is moved to the right as shown in Figure with the gear 23 and the hub 24 thereof. If

the driven clutch member 34 is then moved to the left as viewed in Figure 1, the friction clutch will be opened, the ring 37 will be moved with the member 34 and the teeth, 38 of said ringwill immediately mesh with the spline 39 o-f'the hub 24 and with the spline 20, thereby closing the positive'clutch and effecting a positive although indirect driv ing connection between the shafts 5 and 6.

Slidabl'y mounted on the spline 21 so as to rotate with the driven shaft 6 is a gear 40 which is adapted to be moved to engage the first or low gear 16, or to engage an idler 41 which is journaled in the casing 11 and is in constant mesh with the reverse gear 17.

In order to operate the driven shaft 6 in reverse, or at high speed, or at intermediate speed, I have provided the following control mechanism Fixedly mounted in the casing 11 above the driven shaft 6 and disposed at equal disstances on opposite sides of a vertical plane containing the longitudinal axis of said shaft 6, is a pair of horizontally disposed supporting rods 42 and 43 respectively. Slidably mounted on the rod 42 is a. sleeve 44 having an integral forked arm or shifter fork 45 which engages a grooved hub 46 of the gear 40. Consequently when the sleeve '44 is shifted longitudinally of its supporting rod 42, the gear40 will be moved into mesh with the first or low gear 16, or with the idle gear 41 which is in constant mesh with the reverse gear 17. Rigidly connected to the the rod 43. 1 A control lever 48 is fulcrumed in a housing 49 for universal movements, the housing being secured to the casing 11 above the driven shaft 6. The supporting rods 42 and 43 are located above the top of the casing 11 and consequently the lower portion of the housing 49 receives said rods. The lower end of the control lever 48 extends downwardly into the housing 49 and terminates at a point slightly above the horizontal plane of the supporting rods 42 and 43, and the extreme lower end of the lever is out of the socket 47 when said lever is in its neutral position. Thus when the operating lever 48 is moved sidewise while in neutral position so that the lower end thereof engages in the socket 47, the lever upon forward movement will cause the gear 40 to mesh with the reverse idle gear 41, or when the lever is moved rearwardly will cause the gear 40 to mesh with the low gear 16. A spring-pressed ball check 50 is carried by the sleeve 44 for engagement with any one of three recesses 51 formed in the supporting rod 42 to frictionally retain the sleeve in its forward position, or in its backward position, or in its neutral position.

In order to actuate the couplings A and B and thereby effect a direct coupling between the driving shaft 5 and the driven shaft 6 to rotate the latter at high speed, or to efi'ect a coupling between the intermediate or second speed gear 15 and the driven shaft 6 whereby the latter will be driven at an intermediate speed, I have provided the following mechanism which is operable by the control lever 48 Slidably mounted on the supporting rod 43 are two sleeves 52 and 53 which are respectively provided with forked shifter arms 54 and 55 which are respectively engaged with grooved hubs 56 and 57 of the driven clutch members 26 and 34 of the couplings A and B. Extending laterally from and rigid with the sleeves 52 and 53 are stub shafts 58 and 59 and journaled on said shafts are rollers 60 and 61 respectively. A cam plate 62 is centrally pivoted upon a stud shaft 63 fixed to the housing 49, the plate being located between the supporting rod 43 and the adjacent side of the housing. The longitudinal axis of the stud shaft 63 is disposed in a plane transverse to the longitw dinal axis of the supporting rod 43so as to permit the cam plate to be oscillated in a plane parallel with said supporting rod. The cam plate 62 is provided on opposite sides of its pivot 63 with oppositely formed c m slots 64 and 65. The cam slot 64 includes a lower concentric portion 66 which merges into an upper eccentric portion. 67 extending inwardly toward the axis of the plate and wider than the portion 66. The cam slot '69 extending inwardly toward the axis of the plate and wider than the portion 68. Fixed to a pin 7 O which is secured to the cam plate 62 above the axis 63 and intermediate the cam slots 64 and 65, is a ball 71 which is adapted to be engaged by the walls of a recess or opening 72 formed in the lower portion of the control lever 48. This opening 72 is elengated so that the major axis thereof extends along the control lever. Mounted on the cam plate 62 are radially movable plungers 73 and 74 which are constantly urged outwardly by springs 75 and 76 towards the eccentric portions 67 and 69 of the cam grooves 64 and 65 of the cam plate 62, the outer ends of the plungers normally engaging the rollers 60 and 61 respectively. The plungers are mounted in barrels 77 and 78 fixed to the cam plate, and the springs 75 and 76 function to urgethe plungers outwardly, the movements of the plungers being limited by pin and slot connections 81 and 82 between the plungers and the barrels. The control lever 48, when moved from neutral position laterally toward the cam plate 62, be-

comes connected with the cam plate when the closing of the coupling B and thereby rotate the driven shaft 6 at intermediate speed, and the backward movement of the lever will effect a closing of the coupling A and thereby rotate the driven shaft 6 at high speed.

It will be observed that when the cam plate 62 is in its neutral position, as shown in Figure 1, the rollers 60 and 61 are located at the upper ends of the concentric portions 66 and 68 of the cam slots 64 and 65, and that the plungers 73 and 74 project into the cam slots above the rollers into the path of the same to releasably hold the cam plate and the clutches in neutral position. When the cam plate 62 is swung to close the coupling B, as shown in Figure 8, the plunger 74 in the initial movement of the plate is carried downward therewith against the roller 61. The

latter at this time being in the concentric portion 68 of the cam slot 65 and having a diameter substantially equal to the width of the slot cannot move either forward or backward. Consequently, the roller as the plunger moves downward over it, moves the plunger 74 into its barrel against the tension of the springs 76 and permits the roller to pass over the plunger. As soon as the cam plate has been moved sufficiently to bring the widened portion 69* of the slot opposite the roller, the

plunger is released and the tension of its spring 76 shifts the roller rearward across the slot to close the friction clutch to frictionally connect the gear 23 with the shaft 6. In

the continued movement of the cam plate through the lever 48, the outer edge of the eccentric portion 69 of the cam slot is brought into engagement with the roller 61, and the latter is moved forward to withdraw the movable member 34 of the friction clutch from the fixed member 33 thereof'to open the clutch. A continued movement of the cam plate in the direction indicated continues the movement of the clutch member'34 and draws the member 37 of the positive clutch partially off the hub of the gear 23 and ontothe splined portion 20 of the shaft 6 to positively connect such parts. The internal teeth of the clutch member 37 will enter into the spaces between the splines 20 as the gear 23 and shaft 6 have beenpreviously synchronized by the friction clutch. The engagement and disengagement of the friction clutch and the engagement of the positive clutch is all accomplished in the throw of the lever 48 in the direction required to make the speed change desired, without the operator being conscious of the action of the two clutches. The portion 69 of the cam slot is made wide enough to permit the wear, of the friction clutch to be automatically taken up by the roller 61 in its movement by the p unger 74. -In the'movement of the cam plate in the opposite direction, that is, back toward the position shown in Fig. 1, the inner edge of the eccentric portion of'the slot acts on the roller 61 to move the movable member 34 of the' friction clutch rearward to carry the member 37 of the positive clutch that the movable member 34 of the frictionclutch an the member 37 of the positive clutch are connected for movement in unison, thereby permitting actuation of the ositive clutch through the movement of the riction clutch. With the member 37 rotat-' ably carried by the member 34, the member 37 may rotate with either or both shaftsv when connected therewith without interference by member 34. When the roller 61 passes over the plunger 74 into the concentnc portion of the cam slot, the clutch mech anism Bis in neutral and so is the shift or control lever 48. The action of the clutch mechanism of the coupling A is the same as described for the coupling B. When both are in neutral, as shown in Fig. 1, the plungers 73, 7 4 are above the rollers 60, 61 and hold the cam plate and connected parts/in neutral. This closing of the coupling Bhas no effect onthe coupling A because during the time the cam plate is bein swung from neutral to the right as above escribed, the roller is riding in the concentric portion 66 of the cam groove 64.

It will, therefore, be readily apparent without further description, that when it is desired to close the coupling A, the cam plate is swung to the left, as shown in Fig. 7, and the roller 60, cam groove 64, shifter fork 54, friction clutch 20, 25, 26, and the positive clutch 19, 20, 30, are operated to first close the friction clutch, and then open the friction clutch and then close the. positive clutch, During this operation, the roller61 is riding in the concentric portion 68 of the cam groove 65 and consequently the operation of the coupling A has no effect on the coupling B.

A spring-pressed ball check 83 is mounted on the housing 49 for engagement with any one of three recesses 84 in the cam plate 62 to retain the same in its forward position, or

inits backward position, or in its neutral position.

Rigidly secured to the housing 49 and disposed between the supporting rods 42 and 13 is a guard plate 85 having a slot 86 centrally formed therein. This guard plate retains the control lever 48 from being shifted either to the front or to the rear when in neutral position. I

In each of the couplings A and B, it will be observed that the positive clutch member (30 or 37) is splined on the shaft section to which the fixed member of the friction clutch is secured, and in normal position, that is, in declutched position, lies entirely within the confines of the shaft on which said fixed member is carried. It will also be noted that when the positive clutch member is in clutching position, it spans the joint or space between the shaft sections which it connects. In other words, a portion of the positive clutch member remains connected with the shaft section on which. it is'normally mounted, while the remaining portion of the clutch member extends across the joint and is in 'positive engagement with the splines of'the adjacent shaft section. By reason of this 1 arrangement, it is possible to confine the clutch action of the positive clutch to the peripheral portions of the shafts with which the clutch member co-acts, and thus permit I have minimum diameter. The advantages of this are that it reduces the over-all .size of the assembly; reduces the cost of the construction and the installation; reduces the" noise of the gears due to the fact that the gears and all of the parts may be kept to normal size and thus have low peripheral speeds which are troublesome when the parts are k enlarged in diameter to accommodate clutching members beyond the peripheral portions & of the shafts.

Furthermore, by the provision of the teeth within the bore of the positive clutch member," these teeth maybe made relatively narrow and thus permit a ready and easy engagement of them with the splines on the cooperating shaft. Moreover, with narrow teeth,

their ends may be bevelled or otherwise formed to guide them into engagement with the like teeth on the cooperating shaft.

A further advantage in connection with having the teeth within the bore of the positive clutch member is that the teeth may be made relatively small for quick engagement and yet not be subject to breakage because the peripheral speed is not sufficient to damage them as would happen should small teeth be used beyond the periphery of the shaft where the speeds are greater. With the teeth in the bore of the positive clutch member and with said member bridging the joint between the shaft sections when connecting the same, the throw or movement of the positive clutch member to couple the shafts is materially reduced in that it is only required to move the clutch member to bridge the oint between the shafts. In reducing the throw of the positive clutch, the movement of the inner end portion of the control lever is consequently reduced with the result that the upper portion of the lever may be made longer and secure greater leverage within the standard range of throw.

The clutch member of the positive clutch is rotatably carried by the movable member of the friction clutch, thus permitting the member of the positive clutch to be located within the confines of the movable member of the friction clutch. The advantage of this is that space is conserved and the strength of the coupling materially enhanced because the positive clutch member may be of a diameter large enough to conform with that of the friction clutch which is the outside member of the unit. A further advantage of this arrangement is that the positive clutch member is located within the same space as provided for the friction clutch without increasing the over-all longitudinal length of the friction clutch.

In having the positive clutch member arranged at one side of the movable member of the friction clutch and with both members supported by the shafts, a relatively long bearing for the members on the shafts is provided, thus preventing the tilting or canting of these members as they are shifted longitudinally of the shaft. This insures a 5 smooth and easy operation for the clutches and also serves to keep the movable member of the friction clutch central with respect to the fixed member thereof to prevent uneven wearing of the friction clutch; The positive clutch member in being rotatably mounted in the movable member of the friction clutch has the advantage of permitting the positive clutch member to cooperate with both shafts in making a connection, in that the positive clutch member may revolve within the frictionclutch member which carries it without turning the carrying member when engaged with either or both of the shafts. Furthermore, in having this loose connection between the positive clutch member and its carrying element, the friction clutch member when engaged with its cooperating cone, may rotate relatively to the positive clutch member, and thus the latter may be splined on its supporting shaft, and always available for a splined connection with the other shaft.

The clutch construction of my invention being associated with the peripheral portion of the shafts makes it possible to have the shifter forks engage the shiftable members of the clutch units relatively close to the periphery of the shafts. This prevents the possibility of the shiftable members being canted or tilted to interfere with the easy and smooth operation of the devices, as well as avoiding undue heating or burning of the parts due to the lower peripheral speeds, especially when undue force or pressure is applied to effect a shift.

' It will be noted from Fig. lthat the positive clutch element 37 of the coupling B is normally supported by the hub 24 on the gear 23. This hub is splined similar to the splined portion 20 of the shaft 6, and the outer diameter of the hub is substantially the same as the outer portion of the splined portion 20 of said shaft. By having the positive clutch member 37 cooperating with the hub 24 of the gear 23 in the clutching of the gear to the shaft 6, it is possible to increase the length of the hub 24; for the purpose of providing a'relatively long bearing for the gear on the shaft and thus prevent tilting or canting of the gear to produce noise or an undue wear on the teeth of the gear in the operation of the device. Furthermore, an undue length of hub is not required, and therefore the over-all length of the transmission assembly is not increased, due to the fact that the positive clutch member bridges or spans the joint between the hub and the splined portion 20 of the shaft 6, thereby dividing the length the shafts 5 and 6 of coupling A or shaft 6 and hub 24 of coupling B.

When the cam plate is in neutral position as shown in Fig. 1, the springs of the plung- In the appended ers 73 and 74 do not exert any pressure on the rollers 60, .61, and consequently no undue I pressure is exerted on the forks 54, 55, with the cam plate in neutral position do so without any strain thereon, and in addition prevent the cam plate from accidental movement so that the shift lever 48 may be disengaged from the cam plate to perform its duties in connection with the other shift rod in efi'ecting speed changes in low and reverse.

It is of course to be understood that the details of structure and arrangements of parts may be variously changed and modified without departing from the spirit and scope of my invention.

I claim 1. In a clutch mechanism, the combination with a driving shaft, of a driven shaft disposed in alinement therewith, and means for coupling said shafts including a friction clutch having a driving member positively rotated by the driving shaft and a driven member splined to the driven shaft, a ring normally disengaged from the driven shaft and posltive'ly rotatable by the driving shaft, said ring being movable longitudinally relative to the driven shaft and connected with the driven clutch member to bodily move therewith into and out of positive clutching engagement with the driven shaft, and

means for first bodily moving the driven clutch member into frictional engagement with the driving clutch member to synchronize said shafts and for subsequently moving the driven clutch member out of engagement with the driving clutch member and for bodily moving the ringinto positive en gagement with the spline of the driven shaft.

2. In a clutch mechanism, the combination with a driving shaft, of a driven shaft disposed in alinement therewith, and means for coupling said shafts including a friction .clutch having a drivingmember positively rotated by the, driving shaft and a driven member splined to vthe driven shaft, a ring "normally disengaged from-the driven shaft and positively rotatable b the driving shaft,

said rlng being movable ongitudinally relative to the driven shaft and connected with g the driven clutch member tobodily move" therewith into and out of positive clutching engagement with the driven shaft, and means for first bodily moving the driven clutch member into frictional engagement with the driving clutch member to synchronize said shafts and for subsequently mov-' ing the driven clutch member out of engagement with the driving clutch member and for bodily moving the into positive onneoaeoo gagement with the spline of the driven shaft,-

said means including a control lever and connections between said lever and the drivenclutch member for successively closing and opening the friction clutch and closing the positive clutch during a continuous move- I engagement with the driven shaft, and means L for first bodily moving the driven clutch member into frictional engagement with the driving clutch member to synchronize said shafts. and for subsequently moving the driven clutch member out of engagement with the driving clutch member and for bodily moving the ring into positive engagement with the spline of the driven shaft, said means including a shifter fork operatively connected with the driven clutch member, a pivoted cam plate operatively connected with the shifter fork, and a control lever connected to the cam plate to move therewith, the connection between the shifter fork and the cam plate efi'ecting in succession the closing and opening of the friction clutch and the closing of the positive clutch during a continuous movement of the lever in one direction.

4. In a clutch mechanism, the combination with a driving shaft, of a driven shaft disposed in alinement therewith, and means for coupling said shafts including a friction clutch having a driving member positively rotated by the driving shaft and a driven member splined to the driven shaft, a ring normally disengaged from the driven shaft and movable longitudinally relative to the driving shaft and connected with the driven clutch member to bodily move therewith into. and out of positive clutching engagement with the driven shaft, a control lever, and connections between the lever and the said member during a continuous movement 'of the lever in one direction to close the friction clutch during one reciprocatory stroke of the clutch member, and to first open the friction clutch and to then close the positive clutch during the other reciprocatory 4 stroke of the clutch member.

5. In a clutch mechanism, the combination with a driving shaft, of a driven shaft disposed in alinement therewith, and means for first frictionally coupling said shafts and for subsequently positively connecting said shafts, comprising a control lever, a normally open friction clutch, a normally open positive clutch, and connections between the lever and the friction and positive clutches whereby upon movement of the control lever in one direction the friction clutch will be first closed, then opened, and the positive clutch then closed, the friction clutch including a driving clutch member rotatable with the driving shaft and a movable clutch member mounted for reciprocations longitudinally of and relative to said driven shaft, and a positive clutch member bodily movable with the movable friction clutch member,

said positive clutch member being normally disconnected from the driven shaft and movable into positive engagement therewith during the opening movement of the movable member of the friction clutch.

6. The combination with alined normally disconnected splined driving and driven shafts, of a friction clutch and a positive clutch for said shafts, means for actuating said clutches to connect the shafts first through the friction clutch and later through the positive clutch, said clutches having movable members normally mounted on the respective shafts, the positive clutch member being movable by the movable member of the friction clutch into bridging relation with the adjacent ends of the shafts and engaging the splines thereof when connecting the shafts together. 1

7. The combination with alined normally disconnected splined driving and driven shafts, of a friction clutch and a positive clutch for said shafts, means for actuating said clutches to connect the shafts first through the friction clutch and later through the positive clutch, said clutches having movable members normally mounted on the respective shafts, the positive clutch member having rotative connection with the movable member of the friction clutch and movable into bridging relation with the adjacent ends of both shafts and engaging thesplines thereof when connecting the shafts together.

8. The combination with alined normally disconnected splined driving and driven shafts, of a friction clutch and a positive clutch for said shafts, the friction clutch having relatively movable clutch members on the respective shafts, the positive clutch consisting of a member normally supported by and engaged with the splines of the shaft on which one of the members of the friction clutch is mounted and movable by the other member of the friction clutch into engagement with the splines of the shaft on which said last named friction clutch member is mounted in connecting the shafts through the positive clutch.

'9. The combination with alined normally disconnected splined driving and driven shafts, of a friction clutch and a positive clutch for said shafts, said friction clutch having fixed and movable clutch members on the respective shafts, the positive clutch consisting of a member normally supported by and engaged with the splines of the shaft on which the fixed member of the friction clutch is mounted so that the friction clutch may be opened and closed without interference by the positive'clutch, the positive clutch member being shiftable by the movable member of the friction clutch into and out of engagement with the splines of the shaft on which the movable member of the friction clutch is mounted in the opening and closing of the friction clutch.

10. The combination with alined normally disconnected splined driving and driven shafts, of a positive clutch and a friction clutch for said shafts, means for actuating said clutches to connect the shafts first through the friction clutch and later through the positive clutch, said clutches having movable clutch members, the member of the positive clutch being normally supported by and engaged with the splines of one shaft and shiftable bythe movable member of the friction clutch into and out of engagement with the splines of the other shaft in the opening and closing of the friction clutch, said clutch members being rotatably supported with respect to each other by a flange on one member engaging the other. I

11. The combination with alined normally disconnected driving and driven shafts, of a friction clutch and a positive clutch for said shafts, and means for actuating said clutches to connect the shafts first through the friction clutch and later through the positive clutch, said friction clutch surrounding and housing the positive clutch and operating the latter to connect and disconnect the shafts in' the opening and closing of the friction clutch. I

12. The combination with the movable member of a friction clutch adapted to be mounted on a shaft, of a ring having clutch teeth and associated with said movable clutch member, the latter-having an over-hanging flange forming a recess to receive the ring and rotatably support the same with respect to the clutch member, and means for retaining the ring within the flange.

13. The combination with normally disconnected driving and driven shafts, of a friction clutch and a positive clutch for said shafts, a member connected with said clutches for actuating the same, a pivoted plate having a cam slot therein engageable with said member, said slot having an eccentric portion to, open and close the friction I the positive clutch in the movement of the a plate in eccentric portion,

, eccentric the opposite direction, said slot having a widened portion at the beginning of the and means operable on said member-when opposite the widened portion of the slot to shiftthe member across the slot to close the friction clutch. v

14. The combination with normally disconnected driving and driven shafts, of a friction clutch and a positive clutch for said shafts, a member connected with said clutches for operating the same, a pivoted plate having a slot therein engageable with said memher, said slot having a widened portion and and concentric portions on opposite sides of the same to respectively operate the clutches and restore them to neutral in the movement of the plate in opposite directions, and means acting on the member when at the widened portion of the slot to shift the member across the same to closethe friction clutch.

15. lThe combination with driving and driven shafts, of a friction clutch and a positive clutch for said shafts, a member connected with said clutches to actuate the same, and a pivoted plate having a cam slot therein engageable with said member, said slot being so arranged and designed that the friction and positive clutches will be actuated in sequence in the movement of the plate in one direction and he restored to neutral in the movement of the plate in the opposite direc tion.

lin testimony whereof I afix my signature.

LEQN J. onnrnnnn' 

